Car-fender.



P. BEST.

CAB FENDER.

(Application filed Mar. 22, 1900.;

no. 664,309. Patented Dec. 18, I900.

( No Modal.)

4 Sheets+$haet I.

WITNESSES INVENTORb W W BY I ATTORNEYS No. 664,309." PJatented Dec. l8, I900;

- P. BEST.

CAB FENDER. l

- (Application flXad Mar. 22, 1900.1 (No Modai.) v 4 Sheets-Sheet 2.

WITNESSES: INVENTOR m: "cams PETERS co, vuoroumo. wnsmumom n. c.

No. 664,309. Patented Dec. I8; 1900. P. BEST. CAR FENDER.

(Application filed Mar. 22, 1900.;

(M n Model.)

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INVENTOR:

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No. 664,309. Patented Dec. I8, I900. P: BEST.

GAR FENDER.

(Application filed Mar. 22, 1900.1

4 sheets shaat 4.

(No Model.)

.iNVENTOR WITNESSES mat;

Nrrnn STATES PATENT GFF'ICEE.

PETER BEST, OF ELIZABETH, NEW JERSEY.

CAR-FENDER.

, SPECIFICATION forming part of Letters Patent No. 664.309, dated December 18, 1966.

- Application filed March 22, 1900. Serial No. 9,642. (No model.) 7 I To all whom it ma concern:

Be it known that I, PETER BEST,a citizen of the United States, residing at Elizabeth, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Oar-Fenders; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference beinghad to the accompanying drawings, and to characters of reference marked thereon, which form a part of this specification.

This invention relates to certain improve-v ments in that class of car-fenders represented by the oneshown in my contemporaneouslypending application,filed December 11, 1899, Serial No. 7 39,932, the objects of the present improvements being to reduce the cost of the invention and to secure a more convenient structure, to provide a fender less liable to become disorganized while in use, to secure a construction which is adapted to be more quickly and exactly adjusted to meet varying conditions incident to the varying sizes and shapes of railway-cars found in use, and to secure other advantages and results, some of which may be referred to hereinafterin connection with the description of the working parts.

The invention consists in the improved carfender and in the arrangements and combinations of parts of the same, all substantially as will be hereinafter set forth and finally embraced in the clauses of the claim.

Referringto the .accompanying drawings, in which like characters of'reference indicate corresponding parts in each of the several views, Figure l is a side elevation of a portion of a car, showing the general relation of my fender thereto. Fig. 2 is a detail side elevation of the improved fender. Fig. 3 is a detail side elevation, on a larger scale, of a ratcheted lock-joint, which will be more fully described hereinafter. Fig. 4: is a side elevation in detail, showing one of the car-brackets, an adjustable fender-carrying arm, and the back parts of the fender in section on line y, Fig. 7. Fig. 5 is a section taken on line m, and Fig. 6 is a section on line y, Fig. 4:. Fig. 7 is a front elevation of the fender. Fig. Sis a side View of the same folded. Fig. 9 is a detail view showing the position of the parts shown in Fig. 3 when the fender is collapsed under the weight of a fallen body. Fig. 10 is a rear view of a portion of the fender, at one side thereof, a section being taken at line 2, Fig. 11. Fig. 11 is a sectional view showing a construction of supplemental fender which may sometimes be used. Fig. 12 is another vertical sectional View illustrating the preferred form of supplemental fender, and Figs. 13 and 14 are details illustrating a method of applying the wire supportingscreen to the framework of the'fender.

In said drawings, a indicates a car of any ordinary construction, having at its forward end a pair of brackets b, disposed at opposite sides of the car. plates or frames, each having at or near the forward edge a series of pinholes c c c and at or near the opposite orrear edge a series of pins or stay projections d, said pins or stay projections d being interposed between the body of the bracket 1) and a guard-rail e, between which the fender-carrying arm f is adapted to lie and be held from lateral movement. In connection with the pin-holes 0, near the forward edge of the said brackets h, I employ removable bolts g.

Each of the fender-carrying arms f comprises two parallel prongs f, integrally connected at the forward end of said arm, and said prongs, on their under sides, are provided each with a series of notches f adapted to receive the bolt g. The prongsff are adapted to fit between the pins d d, both of said prongs having a bearing thereon, so as to divide the strain or weight; but the notches f in the two series are preferably disposed alt-ernately or so as to alternate in their coinciding relation to the pin-holes c and secure a greater'variety of adjustments of the arm f upon the brackets. Thus by first placing the inner ends of the prongs between any three of the pins (1 d at the desired adjustment and afterward arranging or disposing the forward free ends of the arms at the desired elevation from the ground, because of the great number of notches, one or another of the same will probably be brought into coincidence with one or another of the alternating boltholes 0, and certainly without any material change of the said free ends of the arms from Said brackets consist of" their desired locations, and thus my apparatus can be readily employed in connection with cars of very different structure, having their platforms or fixtures for the bracket 19 at materially different elevations.

At the forward end of the armsfthe same are provided with enlarged heads f centrally perforated to receive pivots h, upon which the fender is arranged. The arms also provide pivots for pawls t' and springj for holding the said pawls normally against ratcheted segments of the fender. The pawl 2' is locked in engagement with the segmental teeth 7; of the fender-holders t by a locking-piece 2' attached to the upper part of the pawl and adapted to lie between the pawl and segmental toothed part, as hereinafter described. When it is desired to release the pawl 2', said locking-piece is thrown back into the position shown in outline in Fig. 4. To the said forward ends of the arms f are pivoted on the bolts h the fender-carriers 6*, upon which the fender is removably supported. At their forward edges the said carriers are provided with upper and lower sockets or notches'mm, in which the cross-bars 'n n of the fender are seated. Preferably the upper socket m has bearings for a locking-pin Z, adapted-to extend across the mouth of the socket and prevent escape of the bar 01., so that the fender cannot bedislodged from its seat on the fender-carriers. At the rear edges the said car riers are provided with ratcheted segmental portions 0, the teeth of which are engaged by the pawl t', which is so adjusted as to permit a limited pivotal movement of the carrier when the latter is locked, so that the fender may have a limited movement at its forward part, enabling it to ride over stones or similar obstructions if necessary. When the pawl is unlocked, the carrier is adapted to turn on the pivot h, so that the carrier may be brought into position to hold the bars 7c of the fender in vertical position after the arms f have been changed from one inclined relation to the brackets b to a different incline. The springj serves to throw the pawl between the ratchetteeth, but permit of withdrawal as the carrier is turned, as will be understood. To look the carrier after adjustment, I have provided the locking-piece 2' pivoted to the upper end of the pawl and adapted to be turned and at its free end entered between the pawl and the carrier, so that the pawl is prevented from entirely withdrawing from the notches between the teeth. Said locking-piece does not fully fill the space between the upper end of the pawl and the carrier, and thus said carrier is permitted the limited pivotal movement above referred to.

- The vertical'bars k k of the fender 7c are connected by the horizontal bars n, extending from one side of the fender to the other, and said bars are held in proper relative position by bracing connections 7", adapted to prevent the bars from spreading under the strain due to the weight of a person falling into the fender. The lower ends of the verti cal bars are turned forward, as at- 7r and at the upper ends are forwardly-projecting adjustable arms 10 To the latter is pivoted the upper fending-frame s, which last inclines downward to a second fending-frame s,which is pivoted to the first, as at Braces t connect the lower end of the frame 3' with the forwardly-curved ends of the vertical bars 7c and serve to hold the lower end of the fender in proper position,the said braces being pivotally connected at both ends to permit ofthe closing of the fender,as hereinafter described. The upper and lower fending-frames lie,when the fender is in open or extended position, in substantially the same plane, one being a continuation of the other. Their side bars are provided at the meeting ends with enlarged heads 2 3, adapted to lie side by side in a vertical plane, and the pivotal pin 4, upon which hinge action takes place, is disposed near the front or uppermost edge of said heads, forward of the plane of the fending-frames. This secures a toggle-joint effect, which keeps the fending-frames in extended position when pressed outwardly forward into a straight line in edge view, they being under tension because of the chains 5 and spiral springs q, hereinafter described.

One of the hinged overlapping heads of the fender-frame side bars, preferably the head 3 on the lower frame, is provided at its under edge and end with pawl-teeth 7, adapted to engage a cooperating pawl 8, pivoted on the other head 2, and normally held in looking position by a spring 9. Said pawls, one at each toggle-joint at the opposite sides of the extended fender, are normally idle; but when the fender is struck by a falling body, so that it collapses, said pawls automatically prevent an immediate relaxing or reopening of the fender, so as to let the person roll out, by locking the joints against flexing, as shown in Fig. 9 of the drawings.

The upper fending-frame sis pivoted by its side bars to the adjustable arms 70 on the upright pieces 7c of the fender, as at 70 Said fender collapses when struck, substantially as set forth in my previous application above referred to, the upper and lower fendingframes 5 8 coming into a substantially right .angular relation to form a seat or cradle for f the falling person or object.

The lower fending-frame is also provided at its lower front edge with a suitable extension-ledge s lying close to the ground, and this ledge has a butfer s, of any suitable construction or material, at its front edge.

The collapsing action of the fender is accelerated at the beginning and the parts held in cradle form by chains 5, fastened to the lower front edge of the fender at each side and extending rearwardly upward to a point on the vertical bars is of the fender-frame just below the adjustable arms In. The upper ends of said chains are carried around and made fast to rollers 19, pivoted in suitable casings p and actuated by strong spiral springs q. When the fender is opened, the side chains 5 5 are extended and the spiral springs q wound up to a high tension, which is strong enough to restore the fender to its cradle form and aid in holding it there when the toggle-joint has been released by the shock of a falling body. The casings p in which said spiral springs q are wound are preferably secured at the sides of the upright bars is of the fender, as shown in Figs. 4 and 5. The roller 19 extends across the chamber of the casing and is surrounded at one end by the spiral spring q, fast at one extremity to the roller and at the other extremity to the casing. The chain 5 is wound on the other end of the roller, and the free end of said chain extends out through an opening 6 in the casing.

The fender can also be folded entirely up for transportation or when not in use, substantially'as shown in my prior application, the fending-frames s and s in their folded relation assuming vertical positions parallel to the upright bars 10 of the fender, as shown in Fig. 8, the jointed heads 2 3 lying directly above the curved lower end of the upright fender-rods 7c and the braces 25 being laid on the outside in a similar vertical position.

A supplemental fender 10, provided with Wire screening or netting 11 12, lies just beneath the lower fending-frame s when the latter is in its normal position ready to receive a falling body. This supplemental fender is hinged at the rear upper extremities of its side bars 13 to supporting-arms 14 14C, securely clamped to the side bars of the upper fending-frame s by clamps 15. The ends of the side bars 13 are beyond their points of hinging provided with pawl-teeth 16, and pawls 17, pivoted on each supporting-arm 14,

are adapted to engage said pawl-teeth and hold the supplemental fender at the desired elevation or inclination.

W hen the fender as a whole collapses under the weight of a falling body, the supplemental fender is automatically lowered thereby,

as described in my prior application, so that its front edge lies close to the ground and will prevent any object passing in beneath the raised main fender to the wheels of the car. When the main fender is in normal extended position, the supplemental fender is elevated out of the way beneath the lower fending-frame s, as shown in Fig. 2. Under some conditions I may prefer to hinge the said supplemental fender to the lower for wardly-curved ends of the upright fenderbars k, as shown in Fig. 11, the supplemental fenderin this case being always in its depressed position independent of the colla psing of the main fender.

In Figs. 13 and 14 I have illustrated the means preferably used for fastening the wirenetting to the transverse bars 18 of the fending frames, said means comprising pins 19, passed diametrically through the bars 18 and having at the one end a hook 20 for catching the edge wire of the netting 21 and the other end being threaded to receive a nut 22, by which the hooked end is drawn until the hookpoint is close against the peripheral surface of the bar. The strain is then received by the main body portion of the pin, while the hooked end prevents any escape of the netting if slack.

Having thus described the invention, what I claim as new is- 1. The combination with a car having the brackets 19, 6, providing pins 01, at the rear and holes 0, near the front, of the fender-carrying arms f, each having parallel prongs adapted to pass between the pins d, and bein g notched at their lower edges to receive a removable bolt inserted in the holes 0, said removable bolt, and a fender carried by said arms, substantially as set forth.

. 2. The combination with a car, of brackets .11, vertically depending therefrom and providing near the front edge holes 0, and having at the rear edge a parallel strip with pins d, extending transversely between said strip and the brackets, and a fender-carrying arm lying flatwise against the side of the bracket and having parallel prongs adapted to lie between said strip and the bracket and in engagement at its edges with the pins, and said prongs having alternating notches or apertures to receive a bolt thrust into said holes at the front edge of the bracket, said bolt, and a fender supported on said arms, substantially as set forth.

3. In a car-fender, the combination with an adjustable arm having a forward head, of a fender-carrier pivoted to said head to swing vertically and having sockets to receive the fender; and a segmental toothed portion concentric with the pivot, and a pawl pivoted on the arm and adapted to engage said teeth to limit swinging of the fender-carrier, substantially as set forth.

l. In a car-fender, the combination of adj ustable supportin g-armsf, each having a forward enlarged head, a fender-carrier having similar disk-like portions lying against the heads of the arms and pivoted thereto, pawl teeth on the rear edge of the fender-carrier disk-like portions, and a pawl on the supporting-arm, whereby the fender-carrier may be held at any inclination desired, and means for locking said pawl, substantially as set forth.

' 5. In a car-fender, the combination of supporting-arms), fender-carriers pivoted to said arms at the sides thereof and having toothed rear edges, pawls pivoted on said arms and engaging said teeth to prevent pivotal movement-ofthe carriers, and locking-pieces linked to the rear ends of said pawls and adapted to lie between the pawl and the fender-carrier to limit movement of the pawls, substantially downwardly forward from the top of said bars,

vand braces 75, extending from the lower edge of the bottom fending-frame to the bottoms of said bars, all said parts being hinged or pivoted together, spring-reels at the upper parts of the vertical bars and chains extending from said reels to the lower front edge of the fender, substantially as set forth.

'7. A car-fender, comprising upright bars it, having forwardly-curved lower ends, upper and lower fending-frames extending forwardly downward in the same plane, the upper one being pivoted to the upright bars, braces pivotally connected at their ends to the bottom edge of the lower frame and the bottoms of the upright bars, said fendertheir intermediate joint is produced by an outside force, substantially as set forth.

In testimony that I claim the foregoing I have hereunto set my hand. this 14th day of February, 1900.

PETER BEST.

Witnesses:

CHARLES H. PELL, RUSSELL M. EVERETT. 

